EP2060459B1 - Agencement de freinage pour un véhicule sur rail et procédé destiné au freinage du véhicule sur rail et commande de frein pour un tel agencement de freinage - Google Patents

Agencement de freinage pour un véhicule sur rail et procédé destiné au freinage du véhicule sur rail et commande de frein pour un tel agencement de freinage Download PDF

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Publication number
EP2060459B1
EP2060459B1 EP20080167681 EP08167681A EP2060459B1 EP 2060459 B1 EP2060459 B1 EP 2060459B1 EP 20080167681 EP20080167681 EP 20080167681 EP 08167681 A EP08167681 A EP 08167681A EP 2060459 B1 EP2060459 B1 EP 2060459B1
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EP
European Patent Office
Prior art keywords
brake
bogies
rail vehicle
braking
actuators
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Not-in-force
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EP20080167681
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German (de)
English (en)
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EP2060459A1 (fr
Inventor
Manfred Wiesand
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles

Definitions

  • the invention relates to a brake system for a subdivided in cars rail vehicle with bogies, which carry the rail vehicle, so that the bogies are loaded by a weight load on them and is determined by this weighting a subdivision into heavy and light bogies, the brake system at least one actuatable trip unit for generating a brake signal, brake controls, which receive the brake signal and generate control signals in response to the brake signal, and brake actuators, which are connected to at least one brake control means of an operative connection and generate a braking force in response to the control signals.
  • the invention also relates to a method for braking a car-subdivided rail vehicle with bogies carrying the rail vehicle so that the bogies are loaded by a weight load of the rail vehicle on them, and based on this weight defines a subdivision into heavy and light bogies
  • the rail vehicle is a brake system with at least one actuatable trip unit, brake actuators, which are each in operative connection with a component to be braked, and brake controls, which are in operative connection with brake actuators, in which a deceleration operation by actuating the trip unit is started to obtain a brake signal which is received by the brake controls and each of the brake controls then generates control signals, wherein brake actuators are addressed by means of these control signals, so that the brake actuators in response to the control signals to initiate a force braked in components of the bogies, and in case of failure of a brake control, the number of brake actuators, which are each connected to a different brake control, one more Generate braking force that is greater than a minimum braking force.
  • the EP 1 266 814 A2 relates to a braking system for rail vehicles, wherein the braking system has a redundant central brake control, which is connected via a data bus extending through the entire vehicle group of the rail vehicle with brake controls a middle control plane.
  • the middle control level brake controllers are connected to local brake controllers via another faster data bus. Due to this connection of the local brake controls with the central control unit via two different speed clocked serial data buses, a real-time control of the brakes is facilitated.
  • the invention also relates to a brake control for such a brake system, with components which are adapted to receive brake signals triggering emergency braking and generate control signals for a brake actuator as a function of the brake signals.
  • Rail vehicles are generally equipped with several braking systems for safety reasons.
  • electricity-independent and electricity-dependent braking systems electricity addicts Braking systems generally have brake controls that enable electrical signals to respond to brake units of the rail vehicle.
  • An example of this is a direct electropneumatic brake.
  • a brake pressure is controlled by means of an electrical signal, which activates brake units of the rail vehicle.
  • the control of the brake pressure via electrical ventilation valves, which directly ventilate the brake cylinder and the compressed air reservoir pressure tanks is removed.
  • Each of these brake systems must also be designed fail-safe. For this reason, in the case of an electropneumatic brake, a separate brake control is usually provided in each car, so that in case of failure of a brake control at most the braking force of this car fails.
  • a brake control per bogie can be provided.
  • a braking device for a vehicle of the type mentioned is from the DE 103 20 608 A1 known.
  • the brake device has brake actuators which, activated by a brake pressure, brake a wheel of the vehicle and two brake controls which are in electrical connection to a plurality of brake pressure modules, so that the brake pressure modules release brake pressure from a supply unit to the brake actuators by a control signal of the brake controls.
  • the brake device has two independent brake controls to increase the reliability.
  • a disadvantage of this braking device is that an increase in safety is caused by a doubling of the components.
  • the invention has for its object to provide a brake system for a rail vehicle, which has a high reliability and a very small number of components.
  • the object is achieved in a brake system of the type mentioned above in that the number of brake controls is less than the number of cars but at least two, and the active compounds and their number is selected such that each operative connection of a brake control starts and extends to a brake actuator and for each brake control so many foreign active compounds are provided, each emanating from a different brake control, that the sum of the braking forces of the brake actuators, which are linked to the foreign active compounds, greater than or equal to a minimum braking force.
  • the invention is based on the idea that to maintain the minimum braking force in a fault with a minimum number of brake controls for each brake control a sufficient number of foreign active compounds is provided.
  • a foreign active connection is always based on a different brake control. If said brake control fails, the number of brake actuators driven via the foreign active connections generates a braking force which is greater than or equal to a minimum braking force.
  • This ensures according to the invention that in the event of failure of a brake control sufficient brake actuators are addressed by other brake controls by means of control signals and at a deceleration of the rail vehicle despite failure of a brake control is a minimum braking force available.
  • the total number of brake controls is thus compared to the prior art irrespective of the number of carriages (z) on a natural number, the maximum (z -1) and a minimum of 2, reducible.
  • a brake control comprises, for example, hardware and software components. Deviating from this, a brake control comprises only software. In this case, a brake control, for example, a component on which run their software components and stored. However, the brake control can also consist of software components which are distributed to components already present in the rail vehicle or implemented together on an already existing component. It receives signals to use or release emergency quick and / or normal Service braking. For this purpose, the brake control generates control signals, which cause an adjustment of brake actuators. The brake control is thus in operative connection with at least one brake actuator.
  • Such an operative connection can be realized via components.
  • it may be a sequence of electrical lines, control valves, and subsequent brake fluid conducting supply lines.
  • an active connection could also be realized via a radio link or a bus system.
  • a brake actuator may be adjustable by control signals of one or more brake controls.
  • outgoing active compounds extend to said brake actuator.
  • a brake actuator connected to two brake controls so in other words adjustable by control signals from two brake controls, this means that a conflict-free action of the brake controls is guaranteed on the brake actuator and in case of failure of a brake control, the other brake control completely adjusts the setting of the brake actuator.
  • a conflict-free effect of the brake controls on the brake actuator is advantageously ensured by the fact that only one of the two operative connections between brake actuator and brake control is connected by means of a comparatively arranged at a comparator unit and the other operative connection is interrupted or diverted.
  • comparison unit switches the active connection between the other brake control and the brake actuator in case of failure of one of the two brake controls.
  • an analogously constructed comparison unit can be arranged at a suitable location.
  • the comparison unit is constructed from a combination of several simple comparison units.
  • the comparison unit can also be composed of a plurality of spatially distributed subunits.
  • the total number of brake controls is inventively less than the number of cars but at least two, with the total number refers to the brake system as a whole. Irrespective of this, however, the rail vehicle may also have additional brake systems. These are not to be included in the consideration.
  • the total number of braking controls at z cars may be at most (z-1) and at least 2.
  • Embodiments are given below for the assignment of the brake controls to the brake actuators of the rail vehicle.
  • a rail vehicle with 12 cars is selected and a brake system with four brake controls. All bogies of the rail vehicle are equally heavily loaded. Let a minimum braking force of 75% of the total braking force of the rail vehicle be specified.
  • the active compounds and their number can be selected such that each brake actuator is connected to only one brake control, each three cars are assigned to exactly one brake control. If one of the brake controls fails, the remaining nine cars have a braking force of 75% of the total braking force of the rail vehicle.
  • the brake actuators of the nine carriages are adjustable by control signals of the three other brake controls and the total number of brake controls is much less than the number of carriages.
  • the three cars whose brake actuators are addressed by a brake control can be arranged directly next to each other.
  • the active compounds starting from the brake control, do not have to be routed over long distances.
  • the three cars can also be distributed over the rail vehicle, resulting in long operative connections.
  • compression or tearing of the rail vehicle is reduced in case of failure of a brake control.
  • the brake system for a rail vehicle with twelve cars comprises a brake system with four brake controls, with equally heavy bogies and a minimum braking force of 75% of the total braking force, the active compounds are assigned such that the brake actuators of the first six cars with each two of the four brake controls are connected and the brake actuators of the last six carriages are connected to the other two of the four brake controls. If a brake control fails, the entire braking force of the rail vehicle is maintained. Since in this embodiment, each brake actuator is connected to two brake controls, a comparison unit may be assigned to each brake actuator, which is arranged at a suitable location and each one of the two active connections to the brake actuator turns on, and the other operative connection interrupts.
  • the number of brake controls is equal to two.
  • a possible assignment of the two brake controls to the brake actuators advantageously provides that both brake controls are in operative connection to all brake actuators.
  • the number of active compounds is high in this case. Since each operative connection is realized by physical components, high costs are incurred.
  • the two brake controls can also be so connected to the brake actuators that only brake actuators a sufficient number of cars are adjustable by both brake controls and the remaining brake actuators are in operative connection with only one of the two brake controls. In the specific case of a rail vehicle with 12 cars with equally heavy bogies and a minimum braking force of 50% of the total braking force, this means that half of the brake actuators via control signals of both brake controls is adjustable and the remaining brake actuators via control signals only one of the two brake controls are adjustable.
  • the braking forces which can be introduced into braked components of the heavy bogies are generated by brake actuators which are in each case operatively connected to at least two brake controls.
  • the number of operative connections can be reduced by primarily such brake actuators are secured by at least two brake controls, which generate high braking forces. These brake actuators are arranged on the heavy bogies.
  • a brake actuator which is operatively connected to at least two brake controls is connected to a comparison unit in such a way that the at least two active connections each extend from one of the at least two brake controls to the comparison unit and continue from the comparison unit to the brake actuator, and the comparison unit has means to select and switch through or block or redirect links.
  • a brake actuator can be adjusted by control signals from at least two brake controls, this means that a conflict-free effect of the brake controls on the brake actuator is ensured and if one brake control fails, one of the other brake controls takes over the setting of the brake actuator. Since this is a sensitive point in terms of safety, it is advantageous to provide a coordination of the active connections by means of extra components provided for this purpose - the comparison units. Since such comparison units are usually much cheaper than brake controls, the number of comparison units to be selected can be high, for example, each brake actuator can be preceded by its own comparison unit. This increases the reliability of the brake system, since in a fault of the comparison unit only the respective brake actuator fails.
  • the comparison units could also be designated as selection units, switching units, translation units, etc., since the selection of active compounds need not be based on a comparison.
  • the selection can also be made in such a way that, according to a random principle, the first control signal is selected, which indicates no disturbance of the associated brake control.
  • the comparison units can also be constructed in such a way that as a result of the Selection generate and forward a different form of control quantity than they received from the brake controls. For example, by comparing received by the comparison unit electrical control signals and as a result, a control pressure is forwarded.
  • the comparison units can also be arranged such that they receive control variables derived from the control signals, and forward one of the control variables as a result of the selection.
  • the braking forces which can be introduced into braked components of the light bogies are generated by brake actuators which are each operatively connected to the same brake controls and this same brake control is arranged to apply the brake signals to a trip unit for initiating service braking receive and within the brake control to increase the reliability
  • two additional and mutually independent brake controls are arranged, which are adapted to receive the brake signal of a trip unit for triggering an emergency braking to generate control signals in response to this brake signal.
  • the light bogies are braked by means of the control signals of a single brake control. Eliminates a minimum braking force on the brake actuators heavy bogies, a sufficient braking force of the rail vehicle is guaranteed in case of failure of the single brake control for the light bogies. If less than the minimum braking force is applied to the brake actuators of the heavy bogies, there is a minimum braking force due to the design of the single brake control for the light bogies, at least in the case of emergency braking of the rail vehicle guaranteed.
  • the single brake control for the light bogies additionally redundant components of two brake controls, which are set up to receive a brake signal of a trip unit for emergency braking.
  • the trip unit may for example be a device with a handle which is mounted easily accessible in a train compartment, wherein to trigger an emergency braking the handle is to be pulled out of a holder.
  • an emergency braking is to be understood here also an emergency braking, which is automatically initiated when not acknowledging a signal of the trip unit by the driver, for example because this sleeps. Since a light bogie accounts for a smaller proportion of the total braking force than for a heavy bogie, it is sufficient to secure it only in the event of emergency braking via a second brake control.
  • the active connections between a brake control and a brake actuator is realized by controlling a brake pressure, wherein the brake control controls a control valve by means of control signals, which at its output provides the brake pressure at least as a function of the control signals.
  • Electropneumatic brake systems have such active compounds, which is characterized by particularly short pressure build-up times. An upsetting or tearing of the rail vehicle during the braking process is thereby avoided.
  • the comparison unit is a double check valve.
  • Another object of the invention is to provide a suitable brake control of the type mentioned for a brake system according to the invention, which is particularly fail-safe.
  • the object is achieved by the components are each made twice.
  • the brake control the components redundant, which receive a brake signal of an emergency brake trip unit and implement due to their double execution in two independent control signals. This ensures that the brake system always provides a minimum braking force for braking the rail vehicle even in the event of failure of a component of the brake control.
  • Another object of the invention is to provide a method for braking a rail vehicle, which enables safe braking and for this purpose uses a particularly small number of components.
  • the object is achieved in a method of the type mentioned fact that for slowing down the rail vehicle less brake controls are used as cars, but at least two brake controls are used and each brake control only so many brake actuators exclusively controls that remaining in case of failure of the brake control and controllable brake actuators generate a total braking force that is greater than the minimum braking force.
  • Brake actuators which are controlled exclusively by a brake control, are only in operative connection to this one brake control.
  • the remaining and controllable brake actuators are in operative connection with at least two brake controls, so that in the event of failure of one of the at least two brake controls, the brake actuators remain controllable.
  • An advantageous embodiment of the method may provide that at least three brake controls are used.
  • a further advantageous embodiment of the method can provide that the heavy bogies are braked by means of the control signal of a first brake control and the light bogies are braked by means of a control signal of a second brake control and failure of the first brake control the heavy bogies by means of the second brake control and failure of the second brake control the light bogies are braked only after triggering an emergency braking by an independent emergency brake control.
  • FIG. 1 is an embodiment of a brake system according to the invention for a rail vehicle in a schematic representation shown.
  • the illustrated units are drawn in their functional relationship so that their position relative to each other does not correspond to their relative position within the rail vehicle.
  • the brake system is a direct, electropneumatic brake system with two brake controls 1, 2.
  • the brake controls generate control signals which control the control valves 4, 5 in a deceleration operation to release a brake pressure 18, 19, which is a reservoir 6, 7 taken.
  • the brake pressures 18, 19 are in supply lines, starting from the reservoirs 6, 7 via the control valves 4, 5 along the supply lines 14, 15 to the bogies 8, 9, 10, 11, 12, 13 out.
  • Some bogies 8, 10, 11, 13 can be supplied via both brake pressures 18, 19, these bogies are preceded by a comparison unit 16, which compares the applied brake pressures in the supply lines 14, 15, and the larger of the two brake pressures through switches in the respective Supply line 17a.
  • the comparison unit 16 may, for example, be configured such that a leak in the supply line 17a has no influence on the brake pressures 18, 19 in the supply lines 14, 15.
  • the comparison unit 16 is configured such that a leak in the supply line 17a only has a pressure-reducing effect on one of the two brake pressures 18 or 19 in the supply lines 14, 15.
  • each bogie 8, 9, 10, 11, 12, 13 at least one brake actuator (not shown) is arranged, which is adjustable by a brake pressure in the supply lines 17, 17a and in this case a force to be braked parts of the bogie 8, 9th , 10, 11, 12, 13.
  • the brake pressure can be modified before reaching the brake actuators by other devices (not shown). For example, by an anti-lock device.
  • a deceleration process may be performed by the actuator 3 are triggered. This may be, for example, the operating device 3 for a service brake or for emergency braking, which is operated by the driver of the rail vehicle.
  • a brake signal is generated, which is transmitted by means of the line 20 to the brake controls 1, 2.
  • the bogies 8, 9, 10, 11, 12, 13 may be loaded with different weights.
  • the rail vehicle may be, for example, two linked multiple units, with the bogies 8, 9, 10 the first train and the bogies 11, 12, 13 may be assigned to the second multiple unit.
  • the bogies must not be assigned to individual cars of the train.
  • the bogies may be 9 and 12 Jakobs bogies on which support two cars, the ends of the two cars are supported on the other two bogies.
  • each of the two trainsets may have a wheelbase B '(2)' B 'such that the bogies are thereby loaded with different weighting forces by placing heavy motors over the bogies 8, 10, 11, 13 while above the bogies 9, 12 only a light middle section is located.
  • the brake pressures are selected so that the brake pressure 18 is always greater than the brake pressure 19, so that intact brake controls the heavy bogies are braked by greater braking forces than the light bogies and thus a uniform deceleration along the rail vehicle is ensured.
  • the brake actuators of the bogies 8, 10, 11, 13 can be adjusted both via the brake pressure 18 and via the brake pressure 19, depending on which of the two brake pressures the comparison unit 16 as the larger of both switches through. If the brake control 1 fails, the comparison units 16 switch the brake pressure 19 to the bogies 8, 10, 11, 13. According to the invention, it is ensured in both cases that a minimum braking force is applied by the brake actuators of the bogies 8, 10, 11, 13.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Claims (11)

  1. Système de freinage
    - pour un véhicule sur rail subdivisé en voitures et ayant des boggies ( 8, 9, 10, 11, 12, 13 ) qui portent le véhicule sur rail de sorte que les boggies ( 8, 9, 10, 11, 12, 13 ) sont soumis à un poids pesant sur eux et au moyen de ce poids une subdivision en boggies lourds et légers est établie,
    - comprenant au moins une unité ( 3 ) de déclenchement, qui peut être actionnée pour la production d'un signal de frein,
    - et comprenant des commandes ( 1, 2 ) de frein, qui reçoivent le signal de frein et qui produisent des signaux de commande en fonction du signal de frein,
    - et comprenant des actionneurs de frein, qui sont reliés à au moins une commande ( 1, 2 ) de frein au moyen d'une liaison d'action et qui produisent une force de freinage en fonction des signaux de commande,
    caractérisé en ce que
    - le nombre des commandes ( 1, 2 ) de frein est plus petit que le nombre des voitures, mais au moins égal à deux,
    - et les liaisons d'action et leur nombre sont choisis de manière à ce que chaque liaison d'action parte d'une commande ( 1, 2 ) de frein et s'étende jusqu'à un actionneur de frein et pour chaque commande ( 1, 2 ) de frein, il est prévu tant de liaisons d'action extérieures, qui partent respectivement d'une autre commande ( 1, 2 ) de frein, que la somme des forces de freinage des actionneurs de frein, qui sont combinés aux liaisons d'action extérieures, est supérieure ou égale à une force de freinage minimum.
  2. Système de freinage d'un véhicule sur rail suivant la revendication 1, caractérisé en ce que le nombre des commandes ( 1, 2 ) de frein est égal à deux.
  3. Système de freinage d'un véhicule sur rail suivant l'une des revendications précédentes,
    caractérisé en ce que les forces de freinage, pouvant être appliquées dans des éléments à freiner des boggies ( 8, 9, 10, 11, 12, 13 ) lourds, sont produites par des actionneurs de frein qui sont respectivement en liaison d'action avec au moins deux commandes ( 1, 2 ) de frein.
  4. Système de freinage d'un véhicule sur rail suivant l'une des revendications précédentes,
    caractérisé en ce qu'un actionneur de frein, qui est en liaison d'action avec au moins deux commandes ( 1, 2 ) de frein, est relié à unité ( 16 ) de comparaison de manière à ce que les au moins deux liaisons d'action s'étendent en partant respectivement de l'une des au moins deux commandes ( 1, 2 ) de frein jusqu'à l'unité ( 16 ) de comparaison et de l'unité ( 16 ) de comparaison plus loin jusqu'à l'actionneur de frein et l'unité ( 16 ) de comparaison a des moyens pour choisir des liaisons d'action et les brancher ou les bloquer ou les contourner.
  5. Système de freinage d'un véhicule sur rail suivant l'une des revendications précédentes,
    caractérisé en ce que les forces de freinage, pouvant être appliquées dans des éléments à freiner des boggies ( 9, 12 ) légers, sont produites par des actionneurs de frein, qui sont tous respectivement en liaison d'action avec une même commande ( 2 ) de frein et cette même commande de frein est conçue pour recevoir des signaux de frein de l'unité ( 3 ) de déclenchement pour le déclenchement d'un freinage de service et dans la commande ( 2 ) de frein sont disposées, pour augmenter la sécurité en cas de défaillance, deux commandes de frein supplémentaires et indépendantes l'une de l'autre, qui sont conçues pour recevoir le signal de frein d'une unité de déclenchement pour le déclenchement d'un freinage d'urgence et pour produire des signaux de commande en fonction du signal de frein.
  6. Système de freinage d'un véhicule sur rail suivant la revendication 4,
    caractérisé en ce que l'unité ( 16 ) de comparaison est un clapet anti-retour double.
  7. Système de freinage d'un véhicule sur rail suivant l'une des revendications précédentes,
    caractérisé en ce que les liaison d'action entre une commande ( 1, 2 ) de frein et un actionneur de frein sont réalisées par commande d'une pression ( 18, 19 ) de frein, la commande ( 1, 2 ) de frein commandant au moyen de signaux de commande une vanne ( 4, 5 ) de commande, qui met à disposition à sa sortie la pression ( 18, 19 ) de frein au moins en fonction des signaux de commande.
  8. Commande de frein pour un système de freinage suivant l'une des revendications précédentes, comprenant des éléments qui sont conçus pour la réception de signaux de frein déclenchant un freinage d'urgence et qui en fonction des signaux de frein produisent des signaux de commande d'actionneur de frein, caractérisée en ce que les éléments sont réalisés respectivement en double.
  9. Procédé de freinage d'un véhicule sur rail subdivisé en voitures ayant des boggies ( 8, 9, 10, 11, 12, 13 ) qui portent le véhicule sur rail de sorte que les boggies ( 8, 9, 10, 11, 12, 13 ) sont soumis à un poids du véhicule sur rail pesant sur eux et au moyen de ce poids une subdivision en boggies lourds et légers est établie et comprenant un système de freinage ayant au moins une unité ( 13 ) de déclenchement pouvant être actionnée et des actionneurs de frein, qui sont respectivement en liaison d'action avec un élément à freiner, et comprenant des commandes ( 1, 2 ) de frein qui sont en liaison d'action avec des actionneurs de frein,
    dans lequel
    on fait débuter une opération de freinage en actionnant l'unité ( 3 ) de déclenchement en obtenant un signal de frein, qui est reçu par les commandes ( 1, 2 ) de frein et chacune des commandes ( 1, 2 ) de frein produit ensuite des signaux de commande, des actionneurs de frein étant sollicités au moyen de ces signaux de commande de manière à ce que les actionneurs de frein appliquent en fonction des signaux de commande une force dans les éléments à freiner des boggies ( 8, 9, 10, 11, 12, 13 ),
    - dans lequel, dans le cas de défaillance d'une commande ( 1, 2 ) de frein, le nombre des actionneurs de frein, qui sont reliés respectivement à une autre commande de frein, produit une force de freinage qui est encore plus grande qu'une force de freinage minimum,
    caractérisé en ce que
    - pour le freinage du véhicule sur rail on utilise moins de commande ( 1, 2 ) de frein que de voitures, mais au moins deux commandes ( 1, 2 ) de frein,
    - et chaque commande ( 1, 2 ) de frein ne commande exclusivement qu'autant d'actionneurs de frein que les actionneurs de frein, restants en cas de défaillance de la commande de frein et pouvant être commandés, produisent au total une force de freinage qui est plus grande que la force de freinage minimum.
  10. Procédé de freinage d'un véhicule sur rail suivant la revendication 9,
    caractérisé en ce que l'on utilise au moins trois commandes ( 1, 2 ) de frein.
  11. Procédé de freinage d'un véhicule sur rail suivant la revendication 10,
    caractérisé en ce que l'on freine les boggies ( 8, 10, 11, 13 ) lourds au moyen des signaux de commande d'une première commande ( 1, 2 ) de frein et les boggies ( 8, 9, 10, 11, 12, 13 ) légers au moyen des signaux de commande d'une deuxième commande ( 2 ) de frein et, si la première commande ( 1 ) de frein est défaillante, on freine les boggies ( 8, 10, 11, 13 ) lourds au moyen de la deuxième commande ( 2 ) de frein et, si la deuxième commande ( 2 ) de frein est défaillante, on freine les boggies ( 9, 12 ) légers seulement après le déclenchement d'un freinage d'urgence.
EP20080167681 2007-11-16 2008-10-28 Agencement de freinage pour un véhicule sur rail et procédé destiné au freinage du véhicule sur rail et commande de frein pour un tel agencement de freinage Not-in-force EP2060459B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200710056146 DE102007056146A1 (de) 2007-11-16 2007-11-16 Bremsanlage für ein Schienenfahrzeug und Verfahren zum Abbremsen des Schienenfahrzeugs und Bremssteuerung für eine derartige Bremsanlage

Publications (2)

Publication Number Publication Date
EP2060459A1 EP2060459A1 (fr) 2009-05-20
EP2060459B1 true EP2060459B1 (fr) 2013-03-20

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EP20080167681 Not-in-force EP2060459B1 (fr) 2007-11-16 2008-10-28 Agencement de freinage pour un véhicule sur rail et procédé destiné au freinage du véhicule sur rail et commande de frein pour un tel agencement de freinage

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Cited By (4)

* Cited by examiner, † Cited by third party
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WO2023198389A1 (fr) * 2022-04-13 2023-10-19 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Système de freinage et procédé de freinage pour véhicules ferroviaires
WO2023198390A1 (fr) * 2022-04-13 2023-10-19 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Système de freinage et procédé de freinage pour véhicule ferroviaire
WO2023198388A1 (fr) * 2022-04-13 2023-10-19 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Système de freinage et procédé de freinage pour un véhicule ferroviaire
WO2023198423A1 (fr) * 2022-04-13 2023-10-19 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Système de freinage et procédé de freinage pour un véhicule ferroviaire

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DE102012203132A1 (de) 2012-02-29 2013-08-29 Siemens Aktiengesellschaft Schienenfahrzeugbremsvorrichtung
DE102015105792A1 (de) * 2015-04-16 2016-10-20 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Selektive Bremskraftverteilung für Schienenfahrzeuge
EP3411275B1 (fr) 2016-02-04 2020-04-08 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Système de freinage pour véhicule utilitaire
DE102017106118A1 (de) * 2017-03-22 2018-09-27 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Bremsvorrichtung für Schienenfahrzeuge und Verfahren zum Bremsen von Schienenfahrzeugen

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ITTO980421A1 (it) 1998-05-19 1999-11-19 Sab Wabco Spa Sistema frenante per veicolo ferrotramviario.
DE19848990A1 (de) 1998-10-23 2000-04-27 Knorr Bremse Systeme Bremssystem für ein Schienenfahrzeug
PL348733A1 (en) 1998-10-23 2002-06-03 Knorr Bremse Systeme Brake system for railway vehicles
DE10128897C1 (de) 2001-06-15 2003-01-02 Knorr Bremse Systeme Bremssystem für Schienenfahrzeuge
DE10320608B4 (de) 2003-05-08 2005-08-11 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Bremsanlage für Fahrzeuge, insbesondere Nutzfahrzeuge mit mindestens zwei separaten elektronischen Bremssteuerkreisen

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023198389A1 (fr) * 2022-04-13 2023-10-19 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Système de freinage et procédé de freinage pour véhicules ferroviaires
WO2023198390A1 (fr) * 2022-04-13 2023-10-19 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Système de freinage et procédé de freinage pour véhicule ferroviaire
WO2023198388A1 (fr) * 2022-04-13 2023-10-19 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Système de freinage et procédé de freinage pour un véhicule ferroviaire
WO2023198423A1 (fr) * 2022-04-13 2023-10-19 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Système de freinage et procédé de freinage pour un véhicule ferroviaire

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EP2060459A1 (fr) 2009-05-20
DE102007056146A1 (de) 2009-05-28

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